Electric railway



(No Model.) 2 Sheets-Sheet `1. R. M. HUNTER.

ELECTRIC RAILWAY.

110.455.796. Patented July 14,1891.

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(No Modell) I 2 Sheets-Sheet 2 R M. EUNTER.

ELECTRIC RAILWAY.

110,455,796. 5 Patented Ju1y14,1891.

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UNITED STATES RUDOLPH M. HUNTER, OF PIIILADIIIiPllIz-l, PENNSYLVANIA, I'\SSI(%NOR, lY MESNE ASSIGNMENTS, T() THE TIlOilISON-IIOUS"ON ELECTRIC COMPANY,

OE BOSTON, MASSAGH USETTS.

ELECTRIC RAILWAY.

SPECKFICATON formingpart of Letters Patent No. 455,796, dated J' uly 14, 1891.

Original application filed May 22, 1836, Serial No. 202,950. Divided and this application filed October 6,1886. Serial No. 215,458. (No model.)

T @ZZ whom t may concern:

Be it known that l, RUDOLPH M. HUNTER, ot the city and county ol Philadelphia, and State of Pennsylvania, have invented an Improvement in Electric Railways, of which the following is a specification.

Myinvention has reference to electric railways; and it consists in certain improvements, all of which are fully set forth in the fellow- :o ing` specification and shown in the accompanying drawings, which form part thereof.

There are two generic systems of electric railways-one in which the car or motor is controlled by an operator and is adapted [or i5 passenger transportation, and the other ot' which is for merchandise transportation and is self-regulating. This latter system when cables or elevated rails are used is technically called telpherage, and it is to such system 2o that my invention has more particular reference.

The essential t'eature of this system is that the motors or trains are made to travel over or parallel to a conductor which is automati- 2 5 cally broken at successive points within range of the length of the train, so that the current is brought up from the line through the motor and led back again to the line, whereby all the motors or trains are working in series 3o with each other and receiving their electroenergy from a common source.

WVhile I show and describe the railway as formed of taut wires, cables, or rails in an elevated position upon posts, it is to be understood that the same system is applicable to surface roads and with operators to control the trains or cars.

In carrying out my invention I stretch cables between posts or supports, say, one hundred feet apart, and these sections are electrically coupled by suitable switch devices, either mechanical or electrical, and adapted to be automatically actuated by the passing train or motors. A current of electricity is made to flow over said stretched line by a dynamo connected with the home end. The trains may be made up of several cars propelled by a single motor, or each car may have a motor, and said trains or motors should be PATENT OFFICE.

of a length equal to the distance between two 5o switches. The [forward end ot the train automatically opens one switch, while the rear end of the train closes the next switch in the rear. ly this means there will only be one switch open at one time, and this switch will make abreak in the line. The current is led up `t'rom the rear end ot' the train through the electric motor to the forward end and again to line beyond the break. It' the distance between the switches is small, then a single ear 6o may be made to operate the switches. This, however, would be more suitable in surface roads, and the particular means for accomplishing that result will form subject-mattei' ot' another application.

The train in a telpherage system is withont any one to control it. llence it must be made self-regulating. I therefore provide the motorof said train wit h thefollcwing devices:

This application is a division ot' that tiled 7c May 22, 18H6, Serial No. 202,050, and is designed to cover the specific constructions ot' railway as embodied in the claims appended, the original application being more particularly for'the means ot` regulating or 75 controlling the travel of the motor, and t'or the broadest construction ot the series principle of electric railways.

In the drawings, Figure l isa general View illustrating the main features ot' my system. So Fig. 2 are diagrams illustrating methods ot' operating the switches electrically, but yet controlled by the passage ot' the train. Fig.

il is a similar view showing the same general system, butin which thc line-wires` are sepa- 85,' rate l'rom the working-conductor and connected to it at intervals and in which the working-conductor is in section. Fig. t is a side elevation ot" a train-motor embodying my invention. Fig. 5 is a plan vicwotl same. Fig. 9o t5 is a sectional elevation on line :t x, showing method ol. uniting' the ends of the line conduc-tors. Fig. 7 is a diagram illustrating tht` principles involved in the construction of the motor, and Fig. 8 is a cross-section of the rail- 95 way on line y f z/.

A are sections of the working-conductor, whichis shown as composed of stretched cables supported at their-ends upon po'sts D D, but insulated from eachother. (Best shownin Fig. 6.) They may be bent over guide-pulleys d, held in frames D2, which are bolted to the cross-bar D of the support, and the ends of the cables after the cables are stretched are clamped at D3, the pulleys d allowing` the cable to be drawn up taut without excessive friction. The space E between the two frames D2 of adjacent cables is filled with asphaltum, concrete, cement, or other hard and insulating material. One of the ends of these sections A is connected to the switches C, (see Fig. 1,) which when closed completes the line-circuit from one section to the next, the contact being made by springs C. These switches C have the cams c c, (see Fig. 4,) whereby they are adapted to be shifted by the passing train. The roller or pin g on theforward motor or car opens the switch as the train runs upon each new section, and the roller or pin g on the last car or motor (see Fig. l) closes the switch as it leaves the section. The switch-lever C is combined with a weight c', which is shifted to one or the other side of the fulcruin of the switch to hold it open or closed after being shifted by the passing train or motor. This acts as a lock whereby friction is not relied upon to hold the switch in its extreme positions. In addition to this function the weight assists in shifting the switch-lever, so as to make it operate quickly to open or close. The movements of the switch are limited by a pin c2 on the supporting-frame, working in a slot c3 on the switch. Referring to Fig. l, it will be seen that by this means there is always a break in the line-circuit between the front car or motor F2 and rear car F of the train F.

G are buckets or cars for carrying earth, ores, coal, or other merchandise. They may, if desired, be passenger-cars. The section A forms a continuous track, the juncture of the terminals A', however, not being connected by a switch, but connected with the respective poles -of the generator.

A3 is a resistance-chauger for short-circuit ing a portion of the current from the generator and may be used to regulate the line-current, and also to reduce the current in the line for the instant the train is passing over the break A to prevent injury to its motor.

In place of making the switches C to be moved by contact with the train, they may be made automatic by the electric current iiowing through the line. Two ways of accomplishing this are shown in Fig. 2.

C2 is a high-resistance helix and connects the adjacent ends of two sections A of the cable.

C3 is a low-resistance coil and has one terminal connected with one section A and the other terminal to the armature or switch C, which is attracted by the core of these helices. IVhen the armature or switch is attracted, it connects with the other section A, and thus a closed circuit is made through the low-resistance coil. IVhcu a train spans orbridgcs one of these electrical switches, so ni uch ofthe current is shunted that the armature falls, opening thelow-resistance circuit, Vmaking a practical break in the line. After the train has passed thetotal line-current is flowing through the high-resistance helix, which instantly draws up the armature C, bringing the lowresistance helix into circuit, and thereby protecting the tine wire of the high-resistance helix or shunt from destruction. In place of two helices a single helix C maybe used; but in this case a resistance c must be put inthe switch-circuit; otherwise magnet C4, which is in a shunt-circuit between the sections A and the switch-armature, would act as a vibrator. In these cases it has been proposed to use the sections A as the line or supply circuit as well as the working-circuit. siderable objection to this, as the bare cables are exposed,and as the current is constantly passing over them there must of necessity be leakage and abnormal resistances, due to imperfect contacts, which when d uplicatcd are greatly magnified.

In the system shown in Fig. 3 the current is fed to line-wires B E?, which are continuous and which may be embedded or properly supported and insulated above ground. From these wires the current is Yfed by branches D b2 to the working-sections A, the switches C controlling the connection of thc section A with the conductors B or li?. The working of this system is evident upon examining Fig. 3. It will be noticed that only two sections A are coupled up in series while the train is in contact with them and all others are out of circuit and no current is passing over them.

Fgis the motor-car. II is its frame, in which the main traction-wheel I and the trail or guide-wheel yL' are mounted.

J is the electric motor and is carried by said frame I-I and is geared at I with the main wheel I.

K is the com mutator and has an auxiliary part 7c, in which the sections are advanced sufficiently for reversing the motor. This-commutator is movable longitudinally upon the armature-shaft, so that the part 7i: may be moved into working position with the brushes I, if desired. The various cars are connected by couplings f, which may have universal joints, as shown in Figs. '-i and 5, to admit of the long train turning corners and following quick changes in altitude. The current is brought from the rear car by wire M to the motor. Ilere it divides, part of the current going through the field-magnet circuit M, to frame H, and wheel I to line, and part to the armature-circuit frame II and wheel I to line. Of course it is evident that the armature might be coupled up in series with the field-magnets in place of multiple-arc con? nection.

N is a helix in the circuit M and operates an armature n., which sweeps the rcsistances There is con- A IOS IIO

IIS

m, also in the circuit M, whereby the resistalice in the field-magnet circuit may be au tomatically varied, for the pu rposc hereiual ter specified.

L is an ordinary centrifugal or speed governor and is connected either directly or indirectly with the armature-shaft of the motor. Hence its speed is dependent upon the speed of the armature, and consequently the motor as an entirety. This `governor moves a contact-brush Z, which sweeps the resistance o in the armature-circuit O, and also the contacts O O2, the former of which is in the armature circuit and connects to line, andthe latter of which is in a closed armature-circuit. Then the speed is normal, the current passes from M through the armature, through circuit O, resistances 0, contact O, and circuit O to line. Any slight variations in speed are governed by the governor increasing or decreasing the resistance 0 in the armature-circuit. It now the speed should continue to increase, due, say, to steep incline and heavy load, the governor will continue to move the contact-brush Z, and it will leave contact O and pass on to contact 02, which is in circuit with the other end of the armature-circuit by wire o. The armature is now cut out of the line-circuit and coupled up in a local circuit with the resistances o, which increase with the speed. The motor has now become afgenerator or dynamo-electric machine,and the resistance to the rotation of the armature is utilized as a brake. The motor has practicallydisappeared and the breakingdynamo substituted in its stead. The current generated in the armature is expended in overcoming' the resistances o, which are increased or decreased according as the speed of the train increases or decreases. Thedynamo into which the motor has been converted through the inductive action of the armature augments the line-current, and this increase is further made apparent in that as the current in the line or field circuit M increases, the helix N draws in its armature and reduces the resistances m. This reductionin the resistance increases the power of the field ot' force and acts more powerfully upon the armature, tending to bring it to rest much sooner. If the speed still increases, (which can only occur in exceptional cases or where there is derangement of some of the working parts of the moton) the governor will close the armature-circuit through the dan ger-signal lamp P, which,while it acts as an additional resistance, is a signal at night to indicate the enormous speed at which the train is traveling, and when its movement could not be perceived. This display of a danger-signal when the train is a long distance ot't will give ample time to operate a switch or turn-out or provide suitable means to arrest its movement and prevent excessive damage. This signal-light will naturally be a red light, but may be of any color desired, and is preferably ot` the large incandescent type.

'lhere may be any number of these lights desired, and one or more white lights may be used as head-lights, as set t'orth in my application iilcd April 2S, '1880, and serially num bered 200,400.

One other ol'iice ol the governor is to close a branch circuit Ofi, including thc helix Ol, surrounding the lower part of the traction or drive wheel I, to maguetize and cause it to attract the cable A and form a greater traction ci'tect. This will come into play only at starting or when the train is running slowly, as in mounting heavy grades.

R is a butter carried by the frame 1l. and is supported at the rear by springs r. It the car runs into anything, the tirst concussion is received by the bu l'fer. The backward movement of the butter is utilized to shift the commutator to bring the part 7u under the brushes l to reverse the motor, and also to couple up the armature into a motor-circuit again. This result is accomplished by a lever R', which connects with the commutator, and a slotted link R2, which connects the lever R with the butter R. As the butter is forced back the lever R is oscillated, shifting the commutator and closing the armature-circuit to line by wire O and circuitcloser O. (See Fig. 5.) The instant the lever R is shifted it is locked by spring-lock o", and the butter may remain locked against return or it may be allowed to return, compressing thc small spring R in the link R2. The motor is now reversed and the train travels backward away from the danger, but

the instant the armature is reversed the screw ,j thereon screws into the nut Q, pressed against it by light spring g, and causes said nut to travel and break the contact Q', which ruptures the line-circuit M through the field magnets and stops the motor and train.

The motor proper may be of the series, shunt., or compound-shunt type or any other form.

The switches C maybe made to work upon a horizontal or vertical axis, as desired, or may be made like any of the well-known sliding switches. In the form shown (sec Fig. 5) it would bc advisable to use a locking weight c', which acts to retain the switch in either of its extreme positions until positively acted upon by the rollers or switch-cams g. In place of cables A the rails maybe made of bars, rods, or beams, elevated or upon the surface, or any or all ot` these may be combined to suit requirements in particular cases. The line M, connecting the front and rear cars of atrain, may be connected at one or both ends by springs m, which allow 'for rocking or fore-and-aft swinging of the cars or motors or for changes due to the train traveling over unequal elevations. Atcurves the cables A would be changed to rigid curved sections.

It is very evident that the details of construction may be changed and modified in various ways without departing from the in- TOO vention. rlhe-ret'ore I do not in any wise limit myself to the particular construction shown.

Having now described my invention, what I claim as new, and desire to secure by Iletters Patent` isl. In the herein-described system of telphcrage, the combination of a conductor divided into sections, switches which normally bridge from one section tothe other, traveling trains or vehicles, one or more electric motors on the trains or vehicles by which they are driven, and devices operated by the trains or vehicles to move said switches successively and divert the current through the motors on said trains or vehicles, so that the motors are connected in series through the divided conductor.

2. The combination, substantially as set forth, ot" a conductor divided into sections, switches which normally bridge from one section to the other, trains or vehicles which run upon said divided conductor as a support or roadway, one or more electric motors on the trains or vehicles, and means for actuating said switches to move them successively and divert the current from the divided conductor through the motors on the trains or vehicles, whereby such motors are connected in series through the divided conductor.

3. In a system of telpherage, the combination ot' an insulated suspended conductor, a source of electric energy connected therewith, a traversing train or vehicle sustained thereby and traveling thereon, and an electric motor upon said vehicle supplied with electricity from said sustaining-conductor.

4. In a system of telpherage, the combination oit' a suspended wire, cable, or support, a vehicle traveling thereon and hanging below or in part. below said wire, cable, or support, an electric motor on the vehicle, and an electric circuit connected with a source of electric energy from which said motor is supplied with electricity.

5. The combination ot' a traveling vehicle,

an electric motor thereon t'or actuating it, an

electric supply-circuit, a governor carried by the vehicle, which governor automatically cuts out the electric motor when agiven speed is reached, and a brake which applied by short-circuiting the motor when a higher speed has been reached.

(5. The combination of a traveling vehicle, an electric motor thereon tor actuating it, an electric-supply circuit, a branch or shunt circuit around the motor, a governor carried by the vehicle, and mechanism whereby the governor automatically shunts the current from the electric motor when a given speed is reached.

7. The combination of a support or roadway, electrically-actuated trains or vehicles traveling along said support or roadway, an electric circuit, a source of electric energy, and one or more motors on the trains or vehicles for driving them, connected in series in said circuit.

8. The combination, substantially as set forth, of a divided insulated conductor, traveling trains or vehicles, one or more electricl motors carried by said vehicles for driving them, connected in series with the sections of said conductor, and mechanism by which said motors are connected in series with the sections of the divided conductor.

fl. The organization ot` apparatus for propelling` trains or vehicles in series by electricity, consisting in the combination of apparatus at a station 'for maintaining a uniform electric current, a conducting system by which said current passes to and through the trains or vehicles upon the line in series, and a speed-governing apparatus on each train or vehicle, which regulates the reception ol current from the conductor.

In testimony of which invention I hereunto set my hand.

RUDOLPH. M. HUNTER. 1Witnesses:

E. M. BRECKINREED, Rione. CHILD, Jr. 

